Rotary wing aircraft



C. G. PULLIN ROTARY WING AIRCRAFT 7 shetsfsneet 1 Filed May 25, 1940 Nmflld SN .mw

AUM/wrs De@ 28, 1943. c.A G. PULL|N- 2,337,571

ROTARY WING AIRCRAFT Filed May 25, 1940 l 7 sheets-sheet s IN VEN 70K Mal/W Dec. 28, 1943. c. G. PULLIN 2,337,571

ROTARY WING AIRCRAFT Filed May 25, 1940 '7 Sheets-Sheet 4 A TRMWEIS www Dec. 28, 1943. C G, PULLJN ROTARY WING AIRCRAFT Filed May 25, 1940 7 sheets-sheet 5 NWN @NN Nh\ @x NN Dec. 28, 1943. c. G. PULLIN 2,337,571

ROTARY WING AIRCRAFT Filed May 25, 1940 7 sheets-sheet e /NVE/TOR @nl @ya JM A Tram/frs Dec. 28, 1943. c; G. 4r-"ULLIN ROTARY WING AIRCRAFT Filed May 25, 1940 '7 Sheets-Sheet 7 1 wf/v me W agb @am TTU/WYE YS TMW PatentedDec. 28, 1943 ROTARY WING AIRCRAFT Cyril George Pulln, Genista, Newton Mearns, Scotland, assignor toV Autogiro Company of America, Willow Grove, Pa., a corporation of Delaware Application May 25, 1940, Serial No. 337,169 In Great Britain March 9, 1939 29 Claims.

The present invention relates to rotative wing aircraft; and more ,particularly to means for preventing the setting up of dangerous flight conditions of the aircraft.

According to the present invention an aircraft having a pair of sustaining rotors, or a sustaining rotor and a propulsive airscrew, is provided with electric generators responsive to the speed of each such rotor and airscrew connected to means which respond to any difference between the outputs of the generators, operative to change the pitch angles of the blades of the rotor or rotors and/or airscrew or to stop the power unit.

A feature of this invention consists in using alternating current electric generators connected to means responsive to any difference between the frequencies of the outputs of the generators. In the case of an aircraft having a pair of sustaining rotors the frequency responsive means may be arranged to operate through a uid pressure system to alter the pitches of the rotors in opposite senses to maintain equality of speed of the rotors. In thecaseof an aircraft having a sustaining rotor and a propulsive airscrew offset from the longitudinal axis of the aircraft, the frequency responsive means operate in a similar manner to maintain constant the ratio of the speed of the airscrew to that of the rotor. Alternatively the frequency responsive means may be arranged to stop the power unit in the event of an excessiveA difference in speed between the two rotors and be associated with means for causing the rotor blades to assume pitch angles in which the rotors are capable of autorotation on the failure of the drive.

The accompanying drawings illustrate diagrammatically various arrangements in accordance with this invention as applied to aircraft having a pair of sustaining rotors disposed on either side of the longitudinal axis and also to aircraft having a single sustaining rotor and an airscrew offset from the longitudinal axis of the aircraft by an amount such that the airscrew thrust moment counteracts the torque reaction of the rotor.

In the drawings:

Fig. 1 is a diagrammatic elevational view showing the application of this invention to an aircraft having a pair of normally power driven sustaining rotors and in which excessive difference in the rotor speeds causes stopping of the power unit;

Fig. 2 shows a modification;

Fig. 3 is a diagrammatic sectional view of a governor unit shown in Figs. 1 and 2;

Fig. 4 is a diagrammatic sectional view of a pitch change unit shown in Fig. 2;

Figs. 5 and 6 are diagrammatic elevational views of a modified arrangement as applied to an aircraft having a pair of normally power driven rotors and in which the control system is arranged to alter the rotor pitches in opposite senses to maintain equality of their speeds;

Fig. 7 is a diagrammatic elevational view showing this invention applied to an aircraft having a single sustaining rotor and an offset airscrew;

Fig. 8 is a diagrammatic view similar to Fig. 5 showing the application of the control system of Fig. 5 to a gyroplane.

Referring to Fig. l. An aircraft has a pair of sustaining rotors I0, II which are driven respectors.

tively through shafts I2 and I3 from a differential balance gear I4 on the centre line of the aircraft. I'he differential balance gear I4 is driven from a power unit I5 through a shaft I6 and is arranged to ensure substantial equality of the torque applied from the power unit to the two ro- The hub of the rotor ID has a downwardly extending shaft I1 from which an alternating current generator I8 is driven by a bevel drive I9. The rotor II has a similar generator 20 driven from a shaft 2| through a bevel drive 22.

The outputs from the alternating current generators I8 and 20 are brought to a differential electrical unit 23 which is sensitive to a difference in the frequency of the two outputs. In the event of the difference becoming excessive, the spindle 24 of the differential electrical unit 23 turns, carrying with it the arm 25 which is adapted to make contact with one of a pair of contacts 28 mounted on an insulating base 21. The ccntacts 26 are connected to the low tension circuit of the magneto 28 of the power unit I5 so that` when the arm 25 makes contact with either of the contacts 2B the primary of the magneto is short circuited, thus stopping the power unit, thereby preventing any tendency for the difference in speed of the rotors to increase to an unsafe value which might cause overturning of the aircraft.

Driven from a shaft, 29 extending upwardly from the differential balance gear I4 is a governor unit 30, hereafter described in detail with reference to Fig. 3, and which controls the admission of pressure fluid from a pump 3| mounted on the power unit to a relay cylinder 32 having a piston 33. An upwardly extending piston rod 34 is pivotally connected at its upper end to a pair of bell cranks 35 and 36 coupled by rods 31 and 38 respectively to the pitch controls (not shown) of the rotors I0 and II respectively.

In the event of failure of the power unit or stopping of the latter by the action of the difierential electrical unit 23, the speed of the power unit shaft |6 decreases, affecting the governor unit 30 which reduces the uid pressure Within the cylinder 32 causing the piston and piston rod 33 and 3d to move downward thereby moving outward the rods 37 and 38. These rods are coupled to the pitch controls of the rotors in such a way that this movement causes the pitches of both rotors to be reduced to a value within the autorotational range so that the aircraft may be landed safely.

The arrangement illustrated in Fig. 2 is somewhat similar to that illustrated in Fig. 1 but in this case the rotor i8 has a freewheel clutch l0 interposed between the shaft I2 and the hub of the rotor to which it is connected by a shaft 4|. A suitable construction of rotor hub is described and claimed in my copending applications Serial No. 331,318, and Serial No. 337,381, which latter has issued at Patent 2,330,842. The alternating current electric generator i8 is driven from the shaft 4| by a bevel drive 42. Similarly the rotor has a freewheel clutch 83 connected by a shaft :la to the rotor hub while the generator 28 is driven from the shaft lill through a bevel drive 45. The governor unit 38 is driven from the shaft IE of the power unit by a bevel drive 86 so that it is responsive to the speed of the power unit. The governor unit is connected by a pipe 58 to the pressure side of a uid pump 3| mounted on the power unit and by a pipe to the return side of said pump. The governor unit is connected by a pipe -52 to a pitch control unit 58 which alters the pitches of the rotors according to the fluid pressure within it which is controlled by the governor unit. The construction of the pitch control unit is illustrated in Fig. 4.

Fig. 3 shows diagrammatically the construction of the governor unit which comprises a casing 55 through which passes a shaft 58 having at its inner end a bevel pinion 57 engaging a bevel wheel 58 secured to a plate 59 having a pair of lugs 60 on its upper surface and to which are pivotally secured a pair of governor weights 6|. Each governor weight has an inward extension 6|' which lies under a collar 63 at the upper end. of a piston valve rod 68 which is vertically slidable in a bore 65 in the casing 55. The piston valve rod 6d is urged downwardly by a compression coil spring 66, the lower` end of which abuts against the collar 63 while the upper end abuts against a rack member 67 which is vertically slidable in guides 68 formed Within the upper part of the casing. The rack of the rack member is engaged by a toothed sector 69 carried by a. shaft 70 on which is mounted a wheel 7| coupled to a pilots control for adjusting the equilibrium speed of the governor unit. Communicating with the upper part of the bore 85 is a. duct 50' which is a continuation of the pipe 58 from the pressure side of the uid pump 3 l. A

duct Elf' communicates with an enlargement, 7i.V

at the lower end of the bore B5 which is closed by a screwed plug 73. The piston valve rod B8 has a part of reduced diameter 'MA which, when the governor unit is in the equilibrium condition, occupies the position shown in Fig. 3. In

' this position the space 'surrounding the reduced part 14 of the 'piston rod hich fis' always in communication.' with a duct f. Whichls -continued as the pipe v52, is nnected to either the pressure or the return slde'o'fthe pump 8|.

' If, however, the speed of thepower unit shaft assasvl I5 increases, the governor unit driven through the bevel drive 86 and the shaft 58 is driven more quickly, causing the governor Weights 6| to move outwardly so that their inward extensions 8| move the collar 83 upwardly against the action of the spring 66, thereby moving the piston valve rod 64 upwardly to a position in which the duct 50' is put into communication with the duct 52', allowing pressure uid to pass to the pitch control unit. Conversely; should the speed of the power unit shaft i6 be reduced, the governor weights 6| move inwardly, allowing the piston valve rod 63 to move downwardly to a position in which the duct 52' is put into communication with the duct 5|', permitting uid under pressure to return from the pitch control unit to the suction side of the pump 3 i.

The pitch control unit is illustrated in Fig. 4. It comprises a cylinder 88 in which a piston 8| is slidable and which communicates with the governor unit 30 through the pipe 52. The piston 8| is connected by a journal and thrust bearing 82 to a sleeve 83 having external left and right hand screw threads 84 and 85 which are engaged respectively by projections 86 and 87 formed on rack members 88 and 89. The rack 98 of the rack member 88 meshes with a pinion 9| carried on a stub shaft extending through the casing of the pitch control um't to a chain wheel 92 coupled by cables 93 to the pitch control of the rotor Il. Similarly the rack 98 of the rack member 88 meshes with a pinion 95 mounted on a stub shaft carrying a chain wheel 88 coupled by cables 97 to the pitch control of the rotor l0. A construction of rotor hub especially adapted .for use in this way is disclosed in my said Patent 2,330,842. The coil spring 98 is arranged to urge the piston 8| towards the left, as seen in Fig. 4, one end of the spring lying in a recess 99 in the back of the piston 8| whilethe other presses against a collar |88 formed on the elongated shank of a sprocket lill which is mounted so as to be rotatable but not axially movable relatively to the casing of the pitch control unit. The shank of the sprocket |8| has a keyway |02 engaged by an inwardly projecting key |03 formed on the sleeve 83 which is thereby secured to the sprocket for rotational movement but which is capable of moving axially relatively thereto.

When fluid pressure is applied to the cylinder 88 through the pipe 52 from the governor unit, the piston 8| moves to the right, as seen in Fig. 4, carrying with it the sleeve 83 and rack members l88 and 89, thus causing rotation oi the pinions 9| and 95 and hence of the chain wheels 92 and 96 in opposite directions. This is arranged to cause an increase of pitch in each of the rotors l0 and Conversely when the speed of the power unit is reduced, the fluid pressure within the cylinder 88 is reduced by the action of the governor unit, allowing the piston 8| to move under the action of the spring 98 to reduce the pitches of both rotors' causing a reduction in the torque which they absorb and tending to allow the speed of the power unit to return to normal. This normal speed of operation .can be altered by use of the pilots control couthe sprocket |0l, causing the sleeve 83 to turn and bringing' into play the left' and right handed 'screw threads 84 and -85 which cause movement of the rack members 88 and 89 in opposite directions resulting in an increase of the pitch of one rotor with a corresponding reduction in pitch of the'other rotor.

Referring to Fig. The rotors I0 and II, during normal flight, are driven from shafts I2 and I3 through bevel drives 0 and |I| respectively. The shafts I2 and I3 have at their inner ends bevel wheels II2 and II3 meshing with wheels ||4 journalled in the casing of the balance gear I4. A bevel wheel |I5 integral with the casing is driven by a bevel -pinion I I6 mounted on the shaft I6 of the power unit I5. A governor unit 30 is also driven from the bevel wheel ||5 by a pinion III. 'I'he arrangement of the differential balance gear is such that during normal power driven flight the torque from the power unit is divided equally between the two rotors.

Each rotor has a freewheel clutch which drives the hub through a shaft I 2| carrying a bevel wheel |22. Bevel wheels |23 and |24 on the shafts of alternating current generators I8 and 20 are driven from the bevel wheels I 22. Also driven from the bevel wheel |22 of the starboard rotor is an oil pump |25. 'I'he outputs of the generators I8 and 20 are brought to the differential electrical unit 23 which is responsive to any difference between the outputs of the two generators. Mounted on the spindle 24 of the differential electrical unit 23 is an arm 25 pivotally connected to the rod |26 of a piston valve having a cylinder |21 in which a piston |28 is slidable. Fluid under pressure is supplied from the pump |25 through a pipe |29 to a port |30 in the wall of the cylinder I2'I which is normally closed by the piston |28. Pipes I3I and |32 lead from the spaces at either side of the piston |28 to the spaces at opposite sides of a double acting relay piston |33 which is slidable in a relay cylinder |34. 'I'hese spaces at either side of the relay piston |33 communicate through bleeder lvalves and |36 with a pipe I 3'I leading back to the inlet side of the pump |25.

The relay piston |33 is mounted on a rodl |40 which carries screw threaded bushes |4|, |42 having opposite handed screw threads of equal -pitch which are engaged by sprockets |43 and |44 respectively which are retained against axial displacement by abutments |45. Keyed to the end of the rod is an arm |46 pivotally connected to the piston |41 of a second relay cylinder |48 which is connected to the governor unit 30 by a pipe |49.

Since the rotors I0 and I I are driven through a differential balance gear |4 it is possible for their speeds to differ. The difference between the outputs of the generators I8 and 20 due to such a difference in rotor speed will result in turning of the spindle 24 of the differential electrical unit 23, thereby moving the arm 25 and piston |28, thus permitting the passage of pressure fluid from the pump |25 through the pipe |29 to one or other of the pipes |3I and |32 and thence to one side of the relay piston |33. The relay piston |33 moves in response to the fluid pressure bringing about axial movement of the rod I 40 which carries with it the screw threaded bushes |4I and |42. This results in turning of Vthe sprockets |43 and |44 since they'are restrained against axial movement. The sprockets |43 and |44 are coupled to the pitch change mechanism (not illustrated) 'of the rotor hubs. which may beV constructed as disclosed in my said Patent 2,330,842, so that axial movement of the rod |40 causes an increase of the pitch of that rotor which is rotating more quickly and a. decrease of the pitch of the rotor which is running more slowly so tending to restore equality of rotor speeds. 'I'he governor unit 30 is responsive to the speed of the power unit and therefore to the mean speed of the rotors. Should this mean speed rise above the equilibrium speed of the governor unit, fluid under pressure from the pump |25 will be admitted through the pipe |50 to the governor unit and thence via the pipe |49 to the second relay cylinder |48, causing movement of the piston and rotation of the rod 40. Rotation of the rod I 40 causes the sprockets |43 and |44 to turn in like directions resulting in an increase of the pitch of both rotors which therefore 'absorb more torque and tend to slow down. If the mean rotor speed drops below the equilibrium speed of the governor unit, fluid is returned from the second relay cylinder |48 through the pipe |49 to the governor unit 30 and thence via a pipe I 5| to the low pressure side of the pump |25 resulting in a decrease in the pitches of both rotors.

Fig. 8 shows the control system of Fig. 5 as applied to a gyroplane, i. e. an aircraft in which the sustaining rotors operate autorotatively during flight. The arrangement is almost the same as that shown in Fig. 5 except that the rotor drive shafts I2 and I3 are driven through direct gearing and a rotor starting clutch IBI from the shaft IB of the power unit instead of being driven through a balance gear such as I4, the latter being unnecessary as, during flight, the rotors are coupled together only through the control system and not through the transmission. A further difference is that the governor unit 30 instead of being driven from the bevel wheel |I5 on the casing of the balance gear I4 is driven by a bevel pinion |62 from the bevel wheel |22 on the shaft |2| of the rotor I0. The governor unit is therefore responsive to the speed of the rotor I0 and not to the mean of the rotor speeds. Moreover it continues to function to keep the rotor speed constant when the rotors are autorotating whereas in the arrangement shown in Fig. 5 it was arranged to connect the second relay cylinder |48 to the low pressure side of the pump |25 and so to reduce the pitches of the rotors from the value used when operating as a helicopter to a value permitting autorotation. In other respects the operation of the control system is as described Vwith reference to Fig. 5.

The arrangement shown in Fig. 6 is generally similar to` that shown in Fig. 5 except that the generators I8 and 20 are geared to the drive instead of the driven side of the freewheels associated with the rotor hubs. This arrangement allows each rotor to take up its individual speed of rotation while it is overrunning the drive, for instance in the event of failure of the power unit, whereas with the arrangement illustrated in Fig. 5, the differential electrical unit 23 and associated relay mechanism is operative even when the rotors are autorotating. A further difference between the arrangement of Fig. 6 and that of Fig. 5 is that the pump |25 for supplying fluid under pressure for the relay systems is driven by a bevel wheel |52 from the bevel pinion |I6 on the engine shaft instead of being driven from one of the rotors.

Fig. 'I shows this invention applied to an aircraft having a sustaining rotor 200 and a propulsive airscrew 20|. the latter being oifset from the longitudinal axis of the aircraft by an amount such that the torque reaction of the rotor during normal flight conditions is substantially counteracted by the thrust moment of the airscrew. The rotor and airscrew are driven through shafts 202*l and 203 respectively from a balance gear 204 which may be of similar construction to the balance gear I4 illustrated in Figs. 5 and 6 and which is in turn driven from a power unit (not shown). Mounted on the rotor drive shaft 202 is a bevel pinion 205 meshing with a smaller pinion 206 driving an 'electrical generator 201. A bevel pinion 200 on the airscrew drive shaft 203 drives a larger bevel pinion 209 on the shaft of a second electrical generator 2|0. The ratlos of the bevel gears 205, 206 and 200, 209 are chosen so that the speeds of the generators 201 and 2|0 are equal, thus allowing identical generators to be used. Alternatively if the two generators 'are not driven at the same speed they must be arranged to provide outputs of similar voltage and/or frequency when the airscrew and rotor are revolving at their normal speeds.

The outputs from the generators 201 and 2|0 are taken to a differential electrical unit 2H which has a spindle 2|2 carrying an arm 2|3 pivotally connected to a rod 2M which is coupled to a piston 2|5 and passes through a gland 2|6 in the cylinder 2|1 of a piston valve. A pipe 2|8 extends from the space at one side of the piston 2|5 to a relay cylinder 2|9 having a piston 220 joined to a rod 22| pivotally connected at its upper end to a lever 222.v the opposite end of which is coupled by a link 223 to a pitch control (not illustrated) of the rotor 200. A pipe 225 extends from the space at the other side of the piston 2|5 of the piston valve to a second relay cylinder 226 having a piston 221 mounted on a rod 228 pivotally connected to a lever 229, the other end of which is coupled by a link to the pitch control (not illustrated) of the oiset airscrew 20|.

When the differential electrical unit 2|| responds to a difference between the outputs of the generators 201 and 2 I0, the piston 2|5 of the piston valve is moved, allowing fluid under pressure to pass from a pump 23| driven from the power unit to pass through a pipe 232 to one side or other of the piston 2|5 and thence via the pipe 2 I8 to the relay cylinder 2 |9 or via the pipe 225 to the relay cylinder 226 to cause an increase in the pitch of either the rotor or the airscrew in a sense tending to maintain a predetermined ratio between the speed of the rotor and that of the airscrew. The relay cylinders 2|9 and 226 are provided with bleeder valves 233 and 234 respectively joined by pipes 235 and 236 to the low pressure side of the pump 23 I. These bleeder valves allow the fluid pressure in the cylinders 2| 9 and 226 to be reduced gradually to return the pitches of the rotor and airscrew to their normal values.

With the respect to the appended claims, it is to be noted that unless otherwise qualified, the term rotor as used in the claims is to be considered as comprehending sustaining rotors and propulsive and other airscrews.

What I claim is:

1. In an aircraft, a pair of sustaining rotors, a power unit. a power transmission from the power unit to each of the rotors, differential gearing in said transmission to ensure substansponsive to difference between the outputs of the said generators operative to maintain equality of speed of the rotors by controlled pitch change.

2. In an aircraft, a pair of sustaining rotors, a. power unit, a power transmission from the power unit to each of the rotors, differential gearing in said transmission to ensure substantial equality of torque applied to the rotors during normal (power driven) flight, an alternating current electric generator driven from each rotor, a differential electrical unit responsive to difference between the outputs of the generators to maintain equality of speed of the rotors by controlled pitch change of said two rotors in opposite senses.

3. In an aircraft, a pair of sustaining rotors, an alternating current electric generator driven from each rotor, a differential electrical unit responsive to difference between the outputs of the generators, a source of fluid pressure, a relay cylinder having a piston operatively coupled to each of the rotors to produce pitch change in opposite senses and a valve actuated by the differential electrical unit for controlling the admission of pressure fluid from the source to the relay cylinder.

4. In an aircraft, a pair of sustaining rotors, a power unit, a power transmission from the power unit to each of the rotors, differential gearing in said transmission to ensure substantial equality of torque applied to the rotors during normal (power driven) flight, an alternating current electric generator driven from each rotor, a dilerential electrical unit responsive to difference between the outputs of the generators, a source of fluid pressure, a relay cylinder having a piston operatively coupled to each of the rotors to produce pitch change in opposite senses anda valve actuated by the differential electrical unit for controlling the admission of pressure fluid from the source to the relay cylinder.

5. In an aircraft, a pair of sustaining rotors, an alternating current electric generator driven from each rotor, a. differential electrical unit responsive to difference between the outputs of the generators to maintain equality of speed of the rotors by controlled pitch change of said two rotors in opposite senses, and means responsive to the speed of one of the rotors operatively coupled to the rotors to produce pitch change in like senses tending to maintain constant rotor speed.

6. In an aircraft, a pair of sustaining rotors, a power unit, a power transmission from the power unit to each of the rotors, differential gearing in said transmission to ensure substantial equality of torque applied to the rotors during normal (power driven) flight, an alternating current electric generator driven from each rotor, a differential electrical unit responsive to difference between the outputs of the generators to maintain equality of speed of the rotors by controlled pitch change of said two rotors in opposite senses, and means responsive to the speed of the power transmission to the rotors operatively coupled to the rotors to produce pitch change in like senses tending to maintain constant rotor speed during power driven flight.

'1. In an aircraft, a pair of sustaining rotors, a power unit, a power transmission from the power unit to each of the rotors, dilerential gearing in said transmission to ensure substantial equality of torque applied to the rotors during normal (power driven) flight, an alternating current electric generator driven from each rotor, a differential electrical unit responsive to diierence between the outputs of the generators to maintain equality of speed of the rotors by controlled' pitch change of said two rotors in opposite senses, and means responsive to the speed of the power transmission to the rotors operatively coupled to the rotors to produce pitch change in like senses tending to maintain con- -stant rotor speed during power driven flight and responsive to excessive difference between-the outputs of the generators resulting from undesirable flight conditions operative to stop the power unit.

9. In an aircraft, a pair of sustaining rotors, a power unithaving a magneto, a power transmission from the power unit to each of the rotors, l.

differential gearing in said transmission to ensure substantial equality of torque applied to the rotors during normal (power driven) flight, an alternating current electric generator driven from each rotor and a differential electrical unit responsive to excessive difference between the outputs of the generators resulting from undesirable flight conditions operative to short circuit the low tension winding of the magneto so stopping the power unit.

10. In an aircraft, a sustaining rotor, a, propulsive airscrew offset from the longitudinal axis of the aircraft, a power unit, a power transmission from the power unit to the rotor and to the airscrew, means included in said transmission for dividing the torque from the power unit in a given ratio between the rotor and the airscrew during normal v(power driven) night, electric'generators driven from the rotor and from the airscrew and means responsive to difference between the outputs of the generators operative to maintain substantially constant the ratio of the speeds of the rotor and airscrew by controlled pitch change, the offset of the airscrew being such that the airscrew thrust moment substantially counteracts the rotor torque reaction.

11. In an aircraft, a sustaining rotor, a propulsive airscrew oiset from the longitudinal axis of the aircraft, a power unit, a power transmission from the power unit to the rotor and to the airscrew, means included in said transmission for dividing the torque of the power unit in a given ratio between the rotor and the airscrew during normal (power driven) flight, alternating current electric generators driven from the rotor and from the airscrew, a differential electrical unit responsive to difference between the outputs of the generators operative during normal power diven flight to maintain substantially constant the ratio of the speeds of the rotor and airscrew by increase of the pitch of Whichever is rotating too rapidly, the constructional offset of the airscrew being such that the airscrew thrust moment substantially counteracts the rotor torque reaction duringn straight flight.

12. In an aircraft, a sustaining rotor, a propulsive airscrew offset'from the longitudinal axis of the aircraft, a power unit, a power transmission from the power unit to the rotor and to the airscrew, means included in said transmission for dividing the torque of the power unit in a given ratio between the rotor and the airscrew during normal (power driven) flight, identical alternating current generators driven through gearing from the rotor and from the airscrew, a differential electrical unit responsive to difference between the outputs of the generators, a source of fluid pressure, a relay cylinder having a piston operatively coupled to the rotor for pitch change, a second relay cylinder coupled to the airscrew for pitch change and a iluid pressure valve actuated by the differential electrical unit controlling the admission of pressure fluid to the relay cylinders selectively to maintain substantially constant the ratio of the speeds of the rotor .and airscrew by increase of the pitch of whichever is rotating too rapidly, the constructional oiset of the airscrew being such that the airscrew thrust moment substantially counteracts the rotor torque reaction during straight flight.

13. An aircraft having a pair of bladed rotors adapted to be driven and one of which is adapted to counteract the driving torque of the other, engine means for driving said rotors including controllable engine-decelerating means, and governor mechanism connected with said controllable means and operative to decelerate the engine means upon substantial departure from a predetermined R. P. M. ratio between the two rotors.

14. A construction according to claim 13, wherein at least one of the rotors is a sustaining rotor which is constructed and arranged for autorotational overrunning operation upon deceleration of the engine means.

15. An aircraft having a pair of bladed rotors adapted to be driven and one of which is adapted to counteract the driving torque of the other, engine means for driving said rotors, power transmission means connecting the engine means with the rotors, the power transmission means for each rotor incorporating an overrunning clutch, and governor mechanism adapted to decelerate the engine means upon substantial change in relative R. P. M. of the two rotors beyond a predetermined range, the governo;` mechanism including for each rotor a control means actuated by the power transmission at a point beyond the overrunning clutch thereof.

16. An aircraft having a pair of variable pitch bladed rotors adapted to be driven and Vone of which is adapted to counteract the driving torque of the other, engine means for driving said rotors, power transmission means connecting the engine means with the rotors, the power transmission means for each rotor incorporating an overrunning clutch, governor mechanism` adapted to decelerate the engine means upon substantial change in relative R. P. M. of the two rotors beyond a predetermined range, the governor mechanism including for each rotor a control means actuated by the power transmission at a point beyond the overrunning clutch thereof, and pitch control governor means actuated by the power transmission at a point ahead of the overrunning clutches of both rotors and providing for increase of mean blade pitch of both rotors upon increase of R. P. M. of the rotors and for decrease of mean blade pitch of both rotors upon decrease of R. P. M.

17. An aircraft having a pair of variable pitch bladed rotors adapted to be driven and one of which is adapted to counteract the driving torque of the other, engine means for driving said rotors,

power transmission means incorporating dif. ferential gearing for dividing the torque between the rotors and further incorporating, for

leach rotor. an overrunning clutch disposed betherefor, and providingl for inverse change in mean blade pitch of the two rotors in accordance with relative Ychange in R. P. M. of the two rotors in a sense such that increase in rela-f tive R. P. M. of one rotor causes increase of mean blade pitch of that rotor and decrease. of mean blade pitch of theother rotor, and additional pitch control governor means actuated by the power transmission ahead of the differential gearing and providing for .increase of mean blade pitch of both rotors upon increase of rotor driving R. P. M. and decrease of mean blade pitch of both rotors upon decrease of rotor driving R. P. M.

18. An aircraft havingv a pairof variable pitch bladed rotors adapted to be driven and one of which is adapted to counteract the driving torque of the other, engine means for driving said rotors, power transmission means incorporating differential gearing for dividing the torque between the rotors and further incorporating. for each rotor, an overrunning clutch disposed beyond the differential gearing, and governor mechanism for control of blade pitch, the governor mechanism including, for each rotor, control means actuated by the rotor drive transmission beyond the overrunning clutch therefor and providing for increase of mean blade' pitch of both rotors upon increase of rotor R. P. Mlyand decrease of mean pitch of both rotors upon de I crease of rotor R. P. M.

22. In an aircraft having a pair of side-byside sustaining rotors adapted to be driven in opposite directions during ight to mutually counteract rotor driving torque, engine means for driving the rotors, power transmission means between the engine means and the rotors, and

a safety engine decelerating mechanism operative upon failure of the power transmission to one rotor to decelerate the engine means.

23. A construction in accordance with claim 22, and further incorporating for each rotor a freewheeling clutch permitting that rotor to overrun the rotor drive power transmission.

for that rotor between the diierential gearing and the overrlmning clutch therefor, and. providing for inverse change in mean blade pitch of the tworotors in accordance with relative change in R. P. M. of the tw rotors in a sense.

such that increase in relative R. P. M.y of one rotor causes increase of mean blade pitch of that rotor and decrease of mean blade pitch 'oi'ithefv otherrotor. f

19. An aircraft in accordance with claim 18,

and further incorporating additional pitch control governor means actuated by the powerv transmission ahead of the diierential gearing and providing forincrease of mean blade pitch of both rotors upon increase of rotor driving R. P. M. and decrease of mean pitch of both rotors upondecrease of rotor driving R. P. M.

20. Anv aircraft having a pair of variable pitch bladed rotors adapted to be driven and one of which is adapted to'counteract the driving torque of the other,engine means for driving said rotors,

Vpower transmission means incorporating direct drive gearing for the two rotors and a disconnectible clutch ahead of said gearing and further incorporating for each rotor an overrunning clutch disposed beyond said gearing, and governor mechanism for control of blade pitch, the governor mechanism including for each rotor control means actuated by the rotor drive transmission for that rotor beyond the overrunning clutch therefor, and providing for inverse change in mean blade pitch of the two rotors in accord- "ance with relative change in R. P. M. of the two rotors in a sense such that increase in relative R. P. M. of one rotor causes increase of mean blade pitch of that rotor and decrease of mean blade pitch of the other rotor.

21. An aircraft in accordance with claim 20, and further including additional pitch control governor means connected with one of the rotors 24. A construction in accordance with claim 22, wherein said safety mechanism includes for each rotor an alternating current generator driven thereby and a device associated with said generators and responsive to appreciable relative uctuations in current frequency to decelerate the engine means.

25. In an aircrait having a pair of variable pitch side-by-side sustaining rotors adapted to be driven in opposite directions during ight to mutually counteract rotor driving torque, engine means for driving the rotors, power transmission means between the engine means and the rotors incorporating dierential gearing for equalizing the torque between the rotors, and pitch control governor means for the rotors including for each rotor an alternating current generator operating therewith, and means associated with the generators and responsive to relative change in current frequency to inversely increase and decrease the mean pitch of the two rotors in accordance with variation in R. P. M.

" lincrease of mean pitch of that rotor and' decrease of mean pitch of the other rotor.

. 26. `An aircraft having a variable pitch sustaining rotor generally centralized over the body of the craft and a variable pitch propulsive airscrew laterally offset from the longitudinal plane of symmetry of the craft toward that side on which the rotor blades advance into the flight windduring translational flight, engine means for driving the rotor and airscrew, power transmission-means between the engine means and fthe rotor and airscrew, the oset of said airscrew and the characteristics of the rotor and airscrew being such that the'thrust of said airscrew substantially counteracts the rotor driving torque in translational flight at normal cruising speed, and pitch control governor means for the rotor and the airscrew including for each an alternating current generator driven thereby and means associated with said generators and responsive to relative fluctuation in current frequency from a predetermined frequency relationship to inversely vary the mean pitch of the rotor and of the airscrew in accordance with variation of relative R. P. M. from a predetermined relationship in a sense providing for increase of rotor blade pitch upon relative increase of rotor R. P. M. and for decrease of airscrew pitch upon increase of yrotor R. P. M.

27. In an aircraft, a sustaining rotor and a propulsive airscrew offset from the longitudinal axis of the aircraft, a power unit, a power transmission from the power unit to said rotor and -ciated with the airscrew and with the rotor and said airscrew, a balance gear included in said power transmission for dividing the torque from the power unit'equally between the rotor and airscrew, alternating current generators driven from the rotor and the airscrew respectively and means responsive to difference between the outputs of said generators operatively connected to the rotor and to the airscrew to effect pitch change tending to maintain substantially constant the ratio of the speeds of the rotor and airscrew during normal power driven flight.

28. In an aircraft, a sustaining rotor and a propulsiva airscrew offset from the longitudinal axis of the aircraft, a power unit, a power transmission from the power unit to said rotor and said airscrew, a balance gear included in said power transmission for dividing the torque from the power unit equally between the rotor and the airscrew, alternating current generators driven from the rotor and the airscrew respectively, a differential electrical4 unit responsive to dierence in the outputs of the generators, a source of fluid pressure, pitch control cylinders assoa fluid pressure valve controlled by the differential electrical unit operative to control the admission of pressure uid to the pitch control cylinders selectively to cause pitch change of the rotor or of the airscrew in a sense tending to maintain constant the ratio of the speeds of the -rotor and airscrew by increasing the pitch of that which is rotating too rapidly.

29. An aircraft having a pair of bladed rotors adapted to be driven and one of which is adapt- -celerate the engine means.

CYRIL GEORGE PULLIN. 

